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C. J. GUSTAFSON.

THROTTLE MECHANISM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED OCT. 30. 1916.

L3@6,0Q6, PatentedJune 10,1919.

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of gas supplied to an engine.

CHARLES J. GUSTAFSON, OF CHICAGO, ILLINOIS, ASSIGNOR T0 STROMBERG MOTOR.DEVICES COMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

THROTTLE MECHANISM FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented June 10, 1%19.

Application filed October 30, 1916. Serial No. 128,574.

To all whom it may concern:

Be it known that 1, CHARLES J. GUs'rAr- SON, a subject of the King ofSweden, residing at (lhica o, in the county of Cook and State ofllllnois, have invented a certain new and useful Improvement in ThrottleMechanisms for Internal Combustion Engines, of which the following is afull, clear, concise, and exact description, refer ence being had to theaccompanying drawings, forming a part of this specification.

My invention relates to tln'ott-le-mechanism for internal-combustionengines. More particularly it relates to means for regulating thequantity of fuel-charge which passes from a carbureting apparatus to theintake manifold of an internal-combustion engine.

The object of my invention is to provide improved means for governingthe amount Heretofore throttles used for such purposes in general havebeen vof the butterfly type; that is, they cdnsist of a metallic diskmounted upon a shaft set transversely across the carbureting chamber andof such size that when the shaft is rocked fully in either direction thepassage of gas is either entirely shut off.

or allowed to flow at a maximum.

This type of valve has many disadvantages, chief of which is that thepassage of the mixture is restricted and its path is deflected as itpasses through to the engine manifold. If the throttle is part way openin this type of valve the gas is caused to swerve diagonally across thepassage and strike the opposite wall of the passage, the impact of whichtends to both disrupt the smooth flow of the charge so that the supplyof same to the engine is frequently, if not always, uneven and ofvaryino pressure, and to throw the particles of fuzl held in suspensionagainst the wall. Furthermore, when such a valve is open to its maximum,so that the disk stands parallel to the walls of the passage, the diskand the shaft still present an obstacle in the way of the carburetedair, for it is necessary for the same to divide and flow around theimpediment.

It was with the object of remedying all these faults and defects in theordinary type of throttle that I contemplated my present invention,which allows a smooth and axial flow of the gas through the passage andin any desired degree of volume.

My invention is described in the following specification, which will bemore readily understood by reference to the accompanying drawings, inwhich:

Figure 1 is a plan view of the throttle mechanism Fig. 2 is an end viewof the same;

Fig. 8 is a vertical sectional view taken on the plane of the line 33 ofFig. 1 and looking in the direction of the arrows;

Fig. i is a vertical sectional view taken on the plane. ofthe line 11 ofFig. 1 and looking in the direction of the arrows;

Fig. 5 is a vertical sectional view taken on the plane of the line 55 ofFig. 3 and looking in the direction of the arrows.

I provide a casing 1, which serves as a housing for the throttle properand which has a flange '2 at its upper end for connection with theintake manifold of an internal-combustion engine, and a flange 3 at itslower end for connection with the carbureting apparatus -1. Securedwithin the cylindrical portion 5 of the casing 1 by means of the screw 8is an element 6, which is so fashioned as to form a Venturi tube portionfor the passage of the gases from the carburetor to the throttle 7.Above the throttle 7 the remainder of the passage has a diverging taperto the manifold connec- -tion. Secured to the cylindrical portion 5 ofthe housing 1 by means of the screws 9 is a bearing plate 10. Prctrudingfrom the plate 10 is a boss 11, to which is pivoted a lever 12 by meansof a screw 13. The screw 13 is provided with a bearing surface 1 1 forthe pivoted lever. At its upper end the lever 12 is bifurcated to formthe arms 15, which, as shown in Fig. 1, are split to hold the adjustingscrews 16. Tightening screws 17 are provided in the arms 15 to hold theadjusting screws 16 in any desired position.

It will be evident that as the lever 12 is thrown the screws 16 willstrike the projection 18, which extends above the boss 11, s that thethrow of the lever 12 may be regulated by proper manipulation of theadjusting screws 16. Integral with the upper portion of the lever 12 isa toothed sector formed in the casing 1.

20, which meshes with a similar toothed sector 21 fixed to a shaft 22,which protrudes from and has a bearing in the boss 23 extending from thecylindrical portion 5 of the casing 1.

As seen in Fig. 3, the shaft 22 has at its inward end, integrallysecured thereto, an

element 24 provided with a'hemi-cylindrical surface, which element isrotatable with the shaft 22. The convex portion ofits cylindricalsurface is 'disposed upward and ex tends across the passage which thegas takes rom the carburetor to the engine maniold.

On the opposite side of the passage is located the other base 25 of thecylindrical element, which has a bearing 26 in a boss 27 A similarhemicylindrical element 30 is placed above and in contact with theelement 24 and is adapted to slide over and have a bearing on theelement 24. At the lever end of the mechanism the element 30 terminatesin a base 31, which is integral with a sleeve 32 disposed about theshaft 22. Secured to the end of the sleeve 32 is a crank 33, by means ofa split collar 34, which abuts against the face of the boss 23. A screw35 is provided for tighten ing the collar 34.

The crank 33 terminates in a pin 36, which is adapted to slide in theguide 37 of the lever 12. The lever 12 may be connected at the point 40with manual or other means for manipulating the same.

s seen in Figs. 3 and 4, the cylindrical elements 24 and 30 are stampedout, as by the intersection of another cylinder, to form the apertures'41 and 42, respectively. These apertures form the throttle itself andits operation will be understood to be as follows: v

The adjusting screws 16 may be manipulated so that for one extreme ofthe throw of the lever 12 the passages through the two cylindricalelements 24 and 30 will form an unrestricted circular opening, and atthe other extreme throw of the lever the two cylindrical elements willcompletely shut off the passages, for no part of the opening 42 is thensuperimposed upon the opening 41.

As the lever 12 is moved through its arc of travel it will impart motionto the shaft and the sleeve 32, and their relative rotation will be inopposite directions, for it isevident that or a given motion of thelever 12 the crank 33 will cause a rotation of the sleeve 32 in a givendirection, which will be opposite to the motion given to the shaft 22,for the reason of the meshing of the two gears 20 and 21. Adjustment ismade of the gearing and the crank-arm so that for a given movement ofthe lever the rotative displacement of the two cylindrical elements willbe opposite and equal, and the opposite rotation of the being on thesame two cylindrical elements 24 and 30 causes the throttle opening, asshown in Fig. 1. Thus the gases are made to have a smooth axial paththrough the passage to the manifold and are thereby delivered to thesame under constant and unvarying pressure for a certain setting of thethrottle. It will be evident that this condition will hold true for anyand all settings of the throttle, for the construction I have shownprovides a valve whose initial opening is at the center of the gaspassage and which is symmetrically widened out radially on furthermovement of the re ulating lever.

While 3 have described a specific embodiment of my invention, I do notdesire to limit my protection to the same, for numerous changes inconstruction will suggest themselves to those skilled in the art, all ofwhich changes I shall consider as coming within the scope of myinvention as defined by the appended claims.

What I claim as new and desire to secure by Letters Patent of the UnitedStates is:

1. In mechanism of the class described, a casing providing a passageway,oppositely moving cylindricalmembers set one within the other tothrottle said passageway, and an operating lever for each member, bothlevers side of said casing and being in mechanical engagement.

2. In a mechanism of the class described, a

casing, adjacent movable members in said casing, a shaft secured to oneof said members, a sleeve about said shaft secured to another of saidmembers, and means set in motion by the throw of a lever for rotatingsaid shaft and said sleeve in opposite directions.

3. In a mechanism of the class described, a

casing having a passage therethrough, a

4. In combination, a casing having a passage therethrough, two adjacentrotatable member having arcs of travel across said passage, apertures insaid members, a shaft for rotating one of said members, a sleeve aboutsaid shaft for rotating the other of said members, a gear fixed to saidshaft, a lever pivotally mounted on said casing and caring a gearmeshing with the gear on said shaft, a guide in sai lever. a crank armfixed to said sleeve having a pin riding in said guide, means foradjusting the throw of said lever, and means for throwing said my namethis 28th day, of October A. D. lever whereby said members are caused to1916. I rotate in opposite directions, the apertures CHARLES J GUSTAFSONtherein forming a throttle for said passage, 5 said throttle increasingfrom and decreasing Witnesses:

toward the axis of-said assage. LESLIE W. FRICKE,

In witness whereof, I hereuntof subscribe CHARLES V. HILDEBRECHT.

